共查询到18条相似文献,搜索用时 531 毫秒
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基于半主动自适应悬架系统的整车道路友好性研究 总被引:1,自引:0,他引:1
为了提高车辆的道路友好性与平顺性,设计了以磁流变减振器为控制对象的整车自适应模糊控制半主动悬架系统。在试验测试和理论分析的基础上,建立了基于磁流变减振器的整车半主动悬架模型及其状态方程,并用该模型对自适应模糊控制方法进行了研究。模型的输入采用B级和C级路面谱;道路友好性评价指标采用动载荷系数和动载荷应力因子;使用MATLAB/Simulink建立基于2个自适应模块的模糊控制器控制系统,模糊控制器的输入均采用车身与车桥的相对速度和相对加速度。仿真结果表明:与被动悬架相比,在B级和C级路面、不同速度下,半主动自适应悬架动载荷系数均降低30%左右,动载荷应力因子均降低40%以上,同时也提高了车辆的运行平顺性和稳定性。 相似文献
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1/2汽车半主动悬架模糊PID控制器设计与仿真 总被引:1,自引:0,他引:1
建立了1/2车体四自由度液压半主动悬架模型及动力学模型,设计了用于该半主动悬架的模糊控制器,并进行了仿真分析。仿真结果表明,具有此模糊控制器的半主动悬架在提高车辆乘坐舒适性和操纵稳定性方面明显优于被动悬架。 相似文献
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电流变智能半主动悬架模糊PID控制 总被引:7,自引:2,他引:7
对带有电流变液智能阻尼器的半主动汽车悬架系统设计了一种模糊PID控制器。将半主动悬架簧载质量的位移及其导数作为模糊控制器的输入,PID控制器的3个增益参数作为其输出,利用电流变液智能阻尼器的阻尼力可随电压变化的特性来使车身的振动降为最小。仿真实验给出了最优被动悬架、固定参数PID控制智能半主动悬架和模糊PID控制智能半主动悬架在不同路面激励情况下的响应曲线。 相似文献
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基于车辆不同行驶状态(路面不平度和车速)下悬挂质量垂向加速度和悬架动挠度响应不相同的客观事实,针对半主动悬架PID控制器无自适应能力的局限,以悬挂质量垂向加速度和悬架动挠度响应作为车辆行驶状态的识别判据.建立起一种引入行驶状态识别的半主动悬架PID控制修正算法,进而以某型轿车为对象,采用MATLAB/Simulink建立起半主动悬架PID控制的仿真模型,针对不同行驶状态计算出PID控制算法修正前、后的车辆平顺性响应并加以对比,表明所提出的PID控制修正算法是有效的。 相似文献
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汽车磁流变半主动悬架自适应模糊控制研究 总被引:7,自引:0,他引:7
针对汽车磁流变半主动悬架存在非线性及不确定性等因素而难以控制的问题,提出采用自适应模糊控制策略并进行了研究。在分析磁流变减振器输入输出特性的基础上,针对1/4车辆悬架模型设计了自适应模糊控制器并进行了仿真分析。以某微型车为试验用车,搭建了平顺性道路试验系统,进行了不同车速、不同控制策略(自适应模糊控制和天棚控制)下的随机路面试验,试验结果与仿真结果相吻合,说明将自适应模糊策略应用于半主动控制是可行的,能够抑制车身的垂直振动,提高乘坐的舒适性,且控制效果要优于天棚控制。 相似文献
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建立了包含半主动悬架的4自由度车辆动力学模型,应用最优控制理论设计了车辆半主动悬架LQG控制器,并在Matlab/Simulink环境下对系统模型进行仿真.以车身垂向加速度、俯仰角加速度、悬架动挠度、轮胎动位移和悬架控制力作为车辆LQG控制的性能评价指标,采用层次分析法和改进层次分析法确定各指标的加权系数.仿真结果表明,与被动悬架相比,采用半主动悬架能有效地提高车辆的乘坐舒适性;而与层次分析法相比,使用改进的层次分析法更易于确定加权系数,更便于设计LQG控制器. 相似文献
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半主动空气悬架神经网络自适应控制的仿真研究 总被引:1,自引:0,他引:1
章提出将神经网络自适应控制策略用于半主动空气悬架的控制,通过仿真研究表明半主动悬架能较好地改善车辆行驶的平顺性和操纵稳定性,同时还证明该策略用于半主动空气悬架控制是可行的和有效的。 相似文献
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为了解决电磁阀式半主动悬架控制过程中的时滞问题,提出了一种LQG-Smith时滞补偿控制方法。建立了2自由度半主动悬架动力学模型,开展了电磁阀减振器的阻尼特性试验和动态响应试验,得到了半主动悬架控制系统的响应时滞;设计了电磁阀式半主动悬架的LQG-Smith预估补偿控制器,仿真分析了时滞补偿控制下半主动悬架的动态性能。结果表明:与无时滞补偿控制相比,时滞补偿控制下半主动悬架的簧载质量加速度均方根值降低了17.57%,轮胎动载荷均方根值降低了12.23%,车辆的行驶平顺性和操纵稳定性得到了改善。 相似文献
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《Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility》2012,50(5):600-626
In this paper, semi-active H∞ control with magnetorheological (MR) dampers for railway vehicle suspension systems to improve the lateral ride quality is investigated. The proposed semi-active controller is composed of a H∞ controller as the system controller and an adaptive neuro-fuzzy inference system (ANFIS) inverse MR damper model as the damper controller. First, a 17-degree-of-freedom model for a full-scale railway vehicle is developed and the random track irregularities are modelled. Then a modified Bouc–Wen model is built to characterise the forward dynamic characteristics of the MR damper and an inverse MR damper model is built with the ANFIS technique. Furthermore, a H∞ controller composed of a yaw motion controller and a rolling pendulum motion (lateral motion+roll motion) controller is established. By integrating the H∞ controller with the ANFIS inverse model, a semi-active H∞ controller for the railway vehicle is finally proposed. Simulation results indicate that the proposed semi-active suspension system possesses better attenuation ability for the vibrations of the car body than the passive suspension system. 相似文献
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《Vehicle System Dynamics: International Journal of Vehicle Mechanics and Mobility》2012,50(7):1025-1041
In this paper, a magneto-rheological (MR) damper-based semi-active controller for vehicle suspension is developed. This system consists of a linear quadratic Gauss (LQG) controller as the system controller and an adaptive neuro-fuzzy inference system (ANFIS) inverse model as the damper controller. First, a modified Bouc–Wen model is proposed to characterise the forward dynamic characteristics of the MR damper based on the experimental data. Then, an inverse MR damper model is built using ANFIS technique to determine the input current so as to gain the desired damping force. Finally, a quarter-car suspension model together with the MR damper is set up, and a semi-active controller composed of the LQG controller and the ANFIS inverse model is designed. Simulation results demonstrate that the desired force can be accurately tracked using the ANFIS technique and the semi-active controller can achieve competitive performance as that of active suspension. 相似文献
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L. Balamurugan J. Jancirani M. A. Eltantawie 《International Journal of Automotive Technology》2014,15(3):419-427
In this paper, analytical characterization of the magneto-rheological (MR) damper is done using a new modified algebraic model. Algebraic model is also more preferable because of its low computational expenses compared to differential Bouc-Wen’s model which is highly computationally demanding. This model along with the obtained model parameters is used as a semi-active suspension device in a quarter car model and the stationary response of the vehicle traversing on a rough road is obtained. The control part consists of two nested controllers. One of them is the system controller which generates the desired damping force and the other is the damper controller which adjusts the voltage level to MR damper so as to track the desired damping force. For the system controller a model reference skyhook Sliding Mode Controller (SMC) is used and for the damper controller a continuous state algorithm is built to determine the input voltage so as to gain the desired damping force. The analytical model is subsequently used in the quarter car vehicle model and the vehicular responses are studied. A simulation study is performed to prove the effectiveness and robustness of the semi-active control approach. Results show that the semi-active controller can achieve compatible performance as that of active suspension controller except for a little deterioration. 相似文献
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